Suzuki Swift LE 2009 Review

Suzuki Swift LE

Road Test

About our ratings

In a lot of ways, the Suzuki Swift is perhaps how a 21st Century Mini would have been -- if the 21st Century MINI hadn't gone all yuppy. The Suzuki was a major improvement over the largely unlamented Ignis it replaced in 2005, but just as the Swift leap-frogged the Ignis, so too are other light-car competitors now overtaking the Swift.

Highly regarded for its dynamics, the Swift remains an enjoyable drive when a corner presents itself. Despite the car's electrically-assisted steering, there's some feedback. Steering weight is consistent, as is its response, although that's marginally slower than in some light cars. 

The Suzuki boasts fairly flat cornering and high levels of roadholding too, but it's readier to understeer than other, more recent entries in the light-car segment. At least it's 'forewarning' understeer and the ride/handling compromise is, if not class-leading these days, it's at least near the top of the class. While the ride is quite firm, it feels nicely settled over smaller lumps and bumps.

On the practical side of the fence, the Swift delivers a tight turning circle, but when it comes to reverse parking the Swift's field of vision to the rear is fouled by the thick C-pillars.

As well as being free-revving and reasonably refined, the Swift's engine sounds sporty -- also in the manner of old Minis. It's an engine that thrives on throttle -- slightly peaky and lacking a little in torque it struggles with getting the drop on most cars away from the traffic lights. From 4000rpm, it will launch well, but the driver just has to work it that little bit more than some other light-car competitors.

On first exposure to the Swift, drivers will find themselves using all the available throttle without even knowing it. What feels, under the right foot, like the second barrel of a carburettor is actually the carpet on the firewall. It's only once you let the engine rev past 3000rpm that it starts to prevail against weight, gearing and inertia.

Having said that though, it's a lot more willing than the Holden Barina driven recently -- and the subjective feeling that the Swift goes harder is reinforced by the Suzuki's performance up a hill that was a little too steep for the Barina's liking. In third gear -- a considerably higher ratio than in the Barina -- the lighter Swift was able to continue accelerating at higher speeds well after the Barina had succumbed to an inertial status quo.

The long and the short of it is that the Swift does a fair bit more with 1.5 litres than the Barina does with 1.6 litres. That the Swift is nearly 80kg lighter helps too.

When it comes to cog-swapping, the gearshift was fairly light and precise, but let down by the clutch take-up, which is nearer the floor than this reviewer likes. Furthermore, take-up is in a very narrow band, working against smooth gear changes -- particularly from first to second.  The gearshift and clutch action did improve further if the engine was running up a head of steam.

In respect of NVH, wind was the most prominent source at freeway speeds, with a low-level vibration from the engine, which was otherwise pretty mild-mannered. At idle, there was very little in the way of vibration and, as already mentioned, the engine sounded fun when it was being used. Tyres were noisier on country roads, but not obscenely so. There was a minor whine emitted by the transmission's overdrive 5th from about 80km/h.

The Suzuki treads a path that straddles the median for light cars in terms of pacakaging. While the seats are comfortable enough, without being aggressively contoured and cushioned, they're not especially supportive and don't hold the driver in place during the sort of G-forces the Swift is capable of generating. They're also trimmed in a moquette-like fabric that must be at least 10 years out of style.

In other respects, the interior of the Swift is actually a pleasant surprise. It's an extremely straightforward design, with nothing but clearly legible instruments ahead of the driver, not obstructed by the steering wheel. Audio and HVAC controls are sensible and among the easiest to use in any car of recent times. There's a glass overlay for the audio controls with a silver background. It's appealing without being gratuitously overstyled.

For quality, the Swift meets the required standards. The doors were light, but felt solid for example, and we found nothing untowards in panel gaps, loose fittings, creaks/rattles and the like. Switchgear was solid and nicely damped for a vehicle of this price -- special mention goes to the wiper and indicator stalks there too. 

On the other hand, the plastic panels inside the car, while well made and sufficiently tight-fitting, were harder than desirable, particularly around the dash, but at least the whole ensemble didn't shout 'cheap'. There was leather trim around the armrests on the doors, complemented by contrasting stitch and the steering wheel rim was pleasant to grip and use, but was let down by steering column adjustment.

The steering wheel is adjustable for height but not rake and, unlike most cars on the market today, the height adjustment is not sprung, so when you release the latch that locks the wheel in place, it just falls untidily in your lap. This is a significant design oversight when Toyota was selling its 90-Series Corollas with spring-loaded adjustment back in the late 1980s.

For a light car, the Swift's rear-seat headroom is adequate for average-sized adults. Kneeroom is also quite good. Kids in the rear will welcome the relatively low beltline, but adults will find the seat backs don't rise high enough.

The boot has a folding 'false floor' which allows shopping bags to be loaded and unloaded with minimal strain. Should the user need more space, the false floor can be removed altogether to provide a deeper boot volume. It's clever -- particularly so in that it is more or less flush with the loading lip and the base of the rear-seat backs, meaning the floor with the false floor in place is virtually flat with the seats folded down.

The keyless entry features driver's door isolation, preventing anyone other than the driver entering the car unless the unlock button is pressed a second time. We understand that this is about foiling car-jackers, but it's frankly an inconvenience and arguably isn't going to hold off a determined car-jacker for very long anyway. For this, we would award Suzuki designers six points for altruism, but minus ten for futility.

One remaining concern with the Swift was its headlights, which proved to be dim on low beam and in need of more power. They weren't that good on high beam either, merely adequate.

But if the Swift's not the brightest tool in the shed, nor is it the dullest. Among light cars, it rates as a senior player among the fun-to-drive set. That means it's still a better bet than half its competitors and, for comfort, practicality and low running costs it continues to be a formidable choice.

*Driveaway price not including Queensland. For Queensland pricing contact state distributor, Mayfairs.

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